Grease Works shop notes

84 Vanagon TDI stage III conversion

2012-03-01T10:22:00.001-08:00

Yes yes, I know another engine build and another conversion getting underway. This one should be straight forward enough to get it out the door within a few weeks. 1984 Vanagon Westy w/1.9 WBX and 4-spd trans getting a stage III TDI AHU engine build along with a rebuilt/re-geared 4-spd trans with LSD, oiling plates, and 1.08 3rd and .70 4th.

Engine build:

AHU block on stand crank laid, main bearing clearances checked and new bolts torqued to 48 ft/lbs + 90*.

0.50mm over ASV pistons queued up for installation onto rods.

Rods at the ready.

With copious assembly lube pistons mated to rods.

Pistons installed in eng and rod radial clearances checked. Rods 2 and 3 in spec.

Rods 1 and 4 in spec.

Pistons installed and height projection being measured.

ARP head studs installed and alignment studs on the diagonal corners to keep the head gasket perfectly aligned.

Oh the beauty of new pistons in a rebuilt engine...

Rebuilt cylinder head poised for sealing surface de-greasing.

Cleaned up and ready for mating to short block.

Head mated, centering studs removed and head studs torqued to spec. Long block complete.

***All pics and conversion work done by Grease Works and TDIpowered.

93 Eurovan Transporter TDI AHU conversion + AC conversion

2012-02-29T10:24:00.003-08:00

Our next TDI conversion project: a stock 2.4l diesel (AAB eng, 78 hp stock) 93 Transporter (Canada import) and 5-spd 02B trans. They really don't get any more apathetic than this power plant, 78 hp pushing a 4000lb slug--though absolutes don't work so well with me as I recall the 82 1.6 48hp Diesel Vanagon experiment....

In any case this unique T4 with dual swing rear doors is getting a premium stage III AHU engine build and tune and on top of that we are adding factory AC to make it more hospitable in the California climes where it resides.

Here's the play by play:

In the shop ready, rad in service position ready for action.

Rear view of this base model T4 Transporter with rear swing doors.

Engine build time. On the EV engines we first have to drill and tap the appropriate holes on the eng to accept the OE R side eng bracket, as well as the OE dipstick below.

Dip stick hole being drilled.

Slow and steady goes the course. Lots of oil and patience and still have a sharp bit at the end of the day.

This is a stepped hole: 10mm all the way through and 14mm to the depth of 11mm.

Final product.

Oil squirters installed and crank laid. Radial bearing clearances being measured.

Main bearing caps torqued to 48 ft/lbs + 90* with new bolts of course.

Bolts are marked with a line to indicate they have been torqued to spec, and a cross to indicate they have been torqued an additional 90*.

Engine rebuild bench. Rods mated to TDI pistons, 79.96mm first oversize. These are some of the last performance ASV pistons in the supply chain.

New rod bearings installed, pistons awaiting installation, and bearing radial clearances.

Rod bearing radial clearances being measured, 2 and 3.

Within spec, onto 1 and 4.

All clearances checked and within spec, new rod bolts are torqued to 22 ft/lbs + 90* and then marked with a cross.

The beautiful view from above.

T4 4-cyl oil pump installed and torqued to spec, new OE VW.

T4 oil pan installed, new OE VW. Bottom end complete.

Piston projection measured on all 4 pistons and averaged out to select proper head gasket thickness. ARP head studs installed and gasket placed.

Front view of engine with some accessories installed.

Rear view of engine with 4-cyl tranny final drive arm support bracket bolted to eng and R side eng bracket installed.

Rebuilt cylinder head, bottoms up for de-greasing.

Accepting short block at the ready.

In repose...

Rebuilt head ready for install.

Anterior view.

Complete engine installed.

Hook-up time.

Engine bay from L side looking R.

Fuel filter location.

Top view of eng and turbo.

Intercooler time! Measure 4x then cut.

Then remove bumper to install IC.

Then re-install bumper with protective IC screen.

***All pics and conversion work done by Grease Works and TDIpowered.

Upgrade of the month Feb 2012: Coco's performance upgrades (report from Jon)

2012-02-28T22:11:00.001-08:00

Coco 85 Vanagon TDI Stage V+ tune

After several hard years of use it was time to do the timing belt on my personal TD powered van Coco. Now that we are exclusively using Kerma TDI performance products in our engine conversions, (flow matched and staged new Bosio performance nozzles, stage 2/3 Colt billet camshafts, performance rods, hybrid and stock turbos, injection pump rebuilds), I decided that I needed a little fun in my life too and spent a weekend on my rig.... I installed a set of Kerma TDI 764+ flow matched nozzles and had them set at a stage II flow and had the pilot and main injection pressures increased to work best with my factory 11mm ALH injection pump I installed last year. I also installed new valve lifters and a still in testing Colt Stage III billet camshaft. Of course I also replaced my timing belt and all rollers and camshaft and I-shaft seals! After a few weeks of testing all I can say is wow what a difference! The van has a new personality and in a good way. Get up and go has significantly improved and EGTs at a load have decreased substantially, over 150 degrees at times. It also doesn't "lug" down low any more and is way quicker to spool up boost off the line and after a shift the power comes on without pause and eagerly! Got me a little better fuel economy to boot :-)

Billet Colt Cam Stage III--in testing (not yet available for the public).

11mm ALH pump installed on AHU eng. Inj pump bracket machined to fit the hub of the ALH pump, wiring plugs re-pinned with proper AHU plugs, and sprocket gear machined to clearance AHU timing belt cover.

Timing belt installed and timing set.

Just about ready to button up.

Now it's time for some fun!!

***All pics and conversion work done by TDIpowered.

EV TDI conversion AC high temp switch custom fitting

2012-02-28T21:55:00.002-08:00

Prototype AC temp cut-off fitting for our EV TDI conversions. This will allow the AC high temp cut-off switch to be installed directly into the upper radiator hose like it was from the factory. Problem is the OE fitting has 1.5" barbs to fit the flared radiator hose which jumps from 1.25-1.50 at this fitting. With these new custom CNC machined aluminum fittings we spec'ed them at 1.235 which fits the 4-cyl radiator hose perfectly. The production run of these fittings is anodized black and ready for pickup this Fri. This part will be sent out to all of our TDI Eurovan customers with stock AC EVs as a free upgrade.

On the prototype we were testing to see how the finished product would be with 1 vs. 2 barbs.

Final product:

Anodization makes everyone happy!

Conservative fittings in 2 x 3 row fashion, rallying for a square dance.

One outlier steps aside for a close up.

And one gets tipsy and stands on its head.

***All pics and conversion work done by Grease Works and TDIpowered.

2002 EVC T4 2.5l TDI conversion and Syncro conversion w/02G trans

2012-01-31T04:54:00.003-08:00

OK, this one is long over due. This is the new high bar for TDIpowered. We're always inching it upwards, but this one is more like a leap: 2002 EVC TDI and syncro conversion that is currently under way and close to completion. This drove here from Alaska with a VR6 engine and automatic trans, and will leave with a 140hp 300ft/lbs 2.5l ACV engine, and a 5-spd 02G syncro trans.

2/28/12 update:
Had a pesky immobilize code surface that won't let us start the eng. Had to ship ECU back to Malone in Canada to delete the IMMO. It's ready to drive now, just need the ECU back to start it! Syncro conv. pics will be coming shortly.

2002 EVC TDI and Syncro conversion

Step 1: Clean the palette

VR6 engine and auto trans removed, along with wiring.

Now we have room to work our magic.

Magic to follow....

ACV 2.5L TDI engine and 02G syncro transmission:

This motor had great compression #s (500psi all 5 within 10psi), so we opted to refurb all the seals/gaskets and critical bolts rather than a full rebuild. We also had the IP and turbo fully rebuilt by the finest rebuilders in all the land.

The trans was shipped over to GTA and the build parts were special ordered from Germany--a process that took over 2-mths (long story....), but here it finally sits, rebuilt trans, and buttoned up 5-cyl TDI eng ready to be mated together.

Back side of ACV eng and closer view of 02G trans. This sucker is heavy and a whole lot beefier than the already beefy 02B that was sold domestically.

Flywheel/clutch and press plate installed and tranny mated to eng.

Eyeballing its new home: the white 02 EVC on the R.

Another pic of mated eng/trans, this one with the R extension arm that has the output flange for the driveline.

Closer rear view of eng/trans.

Front view of mated eng/trans. Only a matter of mins now before this combo is hung in eng bay.

Side view of mated eng/trans.

Eng installed in EV.

2.5L TDI hanging happily in its new home.

Front view with bumper/core support removed.

Bumper re-installed.

Engine feeling snug and cozy now.

Final IP timing to be set and belt cover to be installed.

Radiator and condenser re-installed.

Front grill installed.

And of course the front TDI badge installed!

***All pics and conversion work done by Grease Works and TDIpowered.

Mod of the Month: 93 EV weekender rear disc brake conversion

2012-01-31T04:34:00.001-08:00

Back in the saddle with lots of pics and info to post--long over due. To ease my way back here's a quick diversion to a mod I did on my 93 EV weekender last week. Overall conversion process was fairly involved, but not too demoralizing. Having all the parts on hand and all the prep work done was key and having a lift, good lighting, and a sweet aluminum jack made it doable in a few hours time. I had thought about having the new trailing arms all built up with the rotors/brake calipers all installed before I installed the trailing arms, but all that extra weight made me think twice about that. So instead I installed the bare trailing arms and built them up with the brakes after install.

Rear disc brake conversion--93 Eurovan Weekender

Call from wife on cell phone:
W: Hey the van won't move, E-brake is stuck on.
J: OK, where are you at, and are you in a safe location? ;-)
W: Around the corner, it wouldn't let go so I just gave it more juice and now it's free but the brakes feel funny....

That's my girl. Well the L side shoes separated from the metal carriers which certainly will make the brakes feel funny. That prompted this little disc brake diversion that was waiting in the wings for 6-mths....

Those are the shoe linings sitting in the brake drum on the ground.

To accomplish this mod the rear trailing arms from an EV with disc brakes must be must be installed. I saved the set from the 98 T4 syncro front clip and gave them a serious POR-15 treatment, as they apparently salt the roads in Germany....

Yikes. Pre- POR-15 treatment. Rotors were scrapped as was what remained of the debris shield, calipers, and wheel bearings. Disassembly was oh so fun...

Drum brake trailing arm on L, disc trailing arm on R.

Disc trailing arms were hot tanked, sanded, three stages of the POR-15 process for curing rust. Then new bearings and hubs were pressed in.

Old drum brake trailing arms are removed from vehicle, brake lines disconnected, shocks/springs removed, etc.

Disc on L, drum on R.

New trailing arm installed.

After all the prep work due to the rusty arms, the disc brake conversion went rather quickly. Install new trailing arms, install brake lines, install new flexible brake hoses inner/outer, install sweet drilled German Zimmerman rotors, new debris shield and new Ate calipers.

Zimmerman rotor, new hub, and new brake caliper and pads.

Yes these are ready for ABS but not sure I'll get to that mod any time soon ;-).

L side finished rear brake conversion. And yes those are air pillows in my rear shocks for stiffing up the rear suspension when towing.

R side finished rear brake conversion.

Wide angle from below from front.

Stainless brake hose, inner.

Stainless brake hose, outer.

Wide angle from rear.

***All pics and conversion work done by Grease Works and TDIpowered.

Holiday sale at greaseworks.com

2011-12-04T22:03:00.000-08:00

Mailer 32

Happy Holidays!

From all of us here at Grease Works, we'd like to wish you a happy and safe holiday season!

To show our thanks and appreciation of your business over the past year(s) we are having a huge sale event throughout our entire store. Everything from Viton® hoses and hose kits, Arctic Fox® heaters, Vanagon/Eurovan TDI conversion components, and misc. VW and MB parts.

And to sweeten the holiday tidings a little more we have created a coupon code that will discount your entire order another 10%:

Grease Works 2011 holiday sale

Coupon code: Dec11

Many thanks from the Grease Works staff!

A Dehler 16" Syncro to brighten your spirits.

                            Links to keep in mind this holiday season:
greaseworks.com

                            greaseworks.org

                            Grease Works shop blog

                {Unsubscribe}

Random shop visitor: 92 Vanagon Syncro Dehler 16 High Top TDI

2011-10-11T20:39:00.000-07:00

Can you say "Oh wow"? That's what we were saying when the rarest of all rare Vanagon variants passed through on its way south from Canada. Not only is this a Dehler Syncro 16, it also happens to be a 3 knob syncro (front diff locker, prop shaft decoupler, rear locker), it also is a fully electronic AFN TDI converted van. As far as anyone can figure there are a grand total of 5 of these in N. America, and the only other one I personally know of resides at a towing company yard outside of Eugene, OR--well it did 3+ yrs ago anyhow! RIP dear Dehler....

Anyhow, here's some eye-candy for all you Vanagon junkies out there:

Though not as tidy as our TDI conversions, overall it's one of the nicest ones we've seen from outside our shop. And at the end of the day there is an AFN TDI engine powering one sweet van.

Similar conventions as ours, form follows function etc.

Lots going on here at central command, but yep that's a three knob syncro sure enough.

Dehler high top inside as viewed from front.

Westy interior to boot.

95 Eurovan Syncro Weekender TDI conversion

2011-09-30T22:47:00.000-07:00

This is the first Syncro Eurovan we've had in our shop and is getting a highly tuned/built stage IV 1.9l AHU TDI engine, which as far as I know will make it the first 4-cyl TDI Syncro Eurovan in the US.

OK, let's get down to business

Engine build:

AHU engine block back from machine shop. Oil dipstick hole is drilled and three R side engine mount 10m holes are drilled/tapped, engine is blasted clean, taped, painted, and oil squirters installed.

Engine build bench: polished crank, main bearing caps, main/rod bolts, ASV pistons, ARP head studs, etc.

K&S main bearings installed in block, assembly lube applied.

Main bearing caps fitted with plastigage.

Checking main bearing radial clearances.

ASV pistons awaiting mating to rods.

ASV pistons mated to AHU rods.

K&S rod bearings installed, ready for radial clearance check.

Oil squirter close-up w/ASV piston oil galley.

Rod radial clearance checked with plastigage.

Fully rebuilt head with stage II Colt Camshaft.

Head installed on block, head studs torqued and peripherals ready to be installed.

K03/04 hybrid turbo, EV dipstick, etc.

The pile of boxes/wrappers left over after our engine build.

Fast forward: Engine installed.

Installed eng/trans w/radiator removed.

TDI eng sans radiator.

New radiator being fitted w/fan & shroud

View of eng from front w/ radiator removed.

New rad installed.

View of intake air supply/MAF.

Rebuilt injection pump.

Engine just before fluids are filled.

Filling fluids.

Fuel tank removed for filler neck/pump mods.

Vacancy where tank lives.

Fuel tank modified ready for re-installation.

Front mount intercooler (FMIC) opening.

Back side of IC, showing boost pipes and our custom IAT sensor port.

Another view of boost pipes/plumbing post IC.

Finished FMIC with mesh screen.

Top view of boost pipe plumbing.

One more angle on boost pipes.

Turbo outlet pipe to IC.

Far front/left view of boost pipes.

Rear differential and drive line (remember this is a Syncro EV!)

Another angle on the diff/prop shaft.

Rear diff and rear axles.

Prop shaft/rear diff union.

First forward section of prop shaft.

Mid point union/bearing carrier.

Forward prop shaft bearing carrier.

Bearing carrier in situ.

Rear angle shot of diff.

Bilstein shocks put on all the way around for good measure :-).

***All pics and conversion work done by Grease Works and TDIpowered.

95 Eurovan EVC camper TDI w/VNT For Sale $27,500

2011-09-14T22:51:00.000-07:00

OK, quit dreaming about getting a TDI camper van! Now is your chance to get one for a steal that will never fail to put a smile on your face on all your adventures.

This is a one owner west-coast, rust-free/accident free 95 EVC that we purchased this past winter as a spec project and we are finally getting around to lining up a buyer to expedite the completion of the project. The original owner was a small town doctor here in Oregon who used this van very lovingly during his time with it. Van is currently registered in Oregon and will be titled as a diesel in my name.

This van will be getting a partially rebuilt low mileage 4-cyl AFN 1.9l TDI engine w/ a brand new OE VNT-17 turbo, stage IV Malone tune; Titan 764 injectors, custom EGT gauge installation, ARP head studs, new rod bearings, new head gasket, new eng. seals, timing belt, oil pump, water pump, T-stat, etc. This engine will be putting out ~140hp, 300ft/lbs torque once we work our magic.

Fully re-built/re-geared 5-spd trans. by German Transaxle of America with 4.23 R&P, and a tall 4th and 5th for highway cruising. MPG will be in the 30-35 MPG range with this EVC.

$27,500/obo

As part of this sale the following upgrades, basic service and preventative maintenance are being performed ($3k+ value):

new 15" tires on VW alloy rims (16" wheel/tire package $750 extra)
new 8' Fiamma awning
new OE VW mudflaps front/rear
new upper/lwr ball joints
CV joint service
Bilstein shocks front/rear
lift kit and level
all camper equipment serviced and operational
poptop seals replaced

Serious inquiries only! Please contact me directly if you are interested: justin at greaseworks dot com

Please note: These pics are of the van as it currently sits. The work outlined above will be commenced once we have a committed buyer, and a 50% deposit on the project has been received. We have all the parts in hand, just waiting for the right person!!

87 Vanagon 2wd TDI conversion

2011-08-11T06:16:00.000-07:00

Project completion: Maiden voyage

Here's the latest TDI conversion we have underway. This is being done on an 87 2wd that has received lots of love already. Stage I tune w/AHU eng, new K03 turbo. More info/pics coming shortly.

OK, just getting caught up with pics from this project, still lots more to come but here's a quick sampling for right now:

AHU engine build:

Any good engine build starts here: Polished crank, main bearing caps, rods, K&S rod bearings, K&S main bearings (already installed in this pic), ARP head studs and ASV pistons on deck.

AHU block bored 0.50mm oversize (O/S):
And lets not forget the star of the show, the TDI engine block back from the machine shop bored, honed, polished, hot tanked, air blasted, taped/painted and ready to put on a torque show once it's all buttoned up.

Another angle on the rebuild table mise-en-scène.

ASV pistons mated to connecting rods w/K&S rod bearings installed.

Checking rod bearing radial clearances--Check!

One of the prettiest sights during the engine rebuild process IMO.

Loaded AHU short-block.

Rebuilt cylinder head on deck with new head gasket.

Torquing head stud nuts.

Longblock complete awaiting new cam/lifters and peripherals.

Peripherals being installed.

Piece by piece the engine starts to look respectable.

Loaded on the trailer to go from the engine rebuilding shop to the conversion shop.

New K03 turbo peaking out.

Close up of our custom engine bracket and K03 turbo.

And the other side: Custom L side engine bracket and new K03 turbo.

Stock AHU wiring harness sans tape:

This tangled mess of wires is where the magic happens: The stock Jetta AHU engine wiring harness is taken completely apart and all unused wires are removed, long ones are shortened and short ones are made longer. $13.50/roll factory VW cloth tape is then used to wrap the harness back up to factory specs and TDI mechanic in the country would be able to tell it's not a factory loom.

Intercooler install:
These keep getting slicker and tighter with each conversion. Notice the N75 and N18 valves? The bundle/loom right below them is our modified AHU TDI harness, installed and completely interfaced with the Vanagon wiring harness in the junction box to the far R.

Each one gets sleeker and tighter and we're mighty proud of how this IC install is shaping up with a custom air dam.

New DV coolant bottle with SS bracket and PS reservoir new location. Custom MAF flange and Vanagon factory air box on far R.

Eng/trans mated and ready for installation, long view.

Eng/trans mated side view, final preparations for install.

Ready for install.

Voila! Eng/trans installed and hanging on its own freewill.

Engine installed and ready for hook-ups.

View from tranny L looking to the rear.

Peripherals/hoses attached, fluids being filled, systems primed.

Intercooler system.

Junction box where all the magic happens.

Silicone coolant hoses.

Coolant system: silicone coolant hoses, DV pressure bottle, and custom SS coolant bottle bracket now with integrated P/S bottle bracket.

Vanagon airbox with our custom MAF flange allowing mating of the TDI mass air flow (MAF) meter to the Vanagon airbox.

Another view of the airbox/flange/MAF.

Close up of intercooler system and our custom intake air temp sensor pipe.

Junction box with all wiring for conversion in place.

Fuel filter front and center. Our preference for the fuel filter is the A2 Jetta (85-92 w/o preheater) diesel fuel filter, which is essentially the same filter body without the pesky air leak problems of the later TDI one.

Injection pump. Whenever possible we re-seal the pump with Bosch Viton seals. If the pump seems likely to have issues, then we have them rebuilt in Portland.

Completed engine bay, all fluids filled/primed, engine ready to be started and timed.

One last hose to be connected.... Can you see which one??

Running engine being timed with VCDS.

Badge time.

A stop over on our 250+ mile test drive: PCT at Santiam Pass

88 Vanagon 2wd TDI conversion

2011-07-28T06:53:00.000-07:00

This is one sweet Vanagon that somebody has put a lot of love into. We're doing our part by installing the engine that will power it like never before, achieve 30+ MPG and put it in another league altogether.

TDIpowered and back on the road with authority.

TDI Conversion A to Z:

TDI conversion in process.

Performance engine build 101:

Fresh back from the machine shop. Block is air blasted, taped and then painted the color du jour.

Oil squirters installed.

Crank laid, caps to be installed.

Main bearings w/plastigage. All nicely within spec. #4 bearing cap has a 360* oil groove in the bearing to improve bottom end oiling.

Main bearing caps installed, new TTY cap bolts torqued to 48 ft/lbs and turned 90* to final spec. Front crank seal flange, crank sprocket and crank bolt installed.

Butter.

Piston comparison: ASV pistons on the top, standard AHU pistons on the bottom. Note the extra oil galleys underneath the piston crown on the ASV pistons. These interface with the oil squirters and increase piston crown cooling.

Close up of ASV vs. AHU pistons. This is why we spend the extra $$ and source the ASV pistons for all our performance builds.

Pistons #2 and #3 being installed.

All 4 pistons installed. Rod bearing radial clearances are checked next with plastigage.

ARP head studs installed along with head gasket.

Rebuilt cylinder head sealing surface being de-greased, ready for install.


Head installed and head studs secured. 3-rounds of tightening the ten studs: 42 ft/lbs, 84 ft/lbs, 125 ft/lbs.

Long block complete.

One of the last Febi diesel Vanagon oil pumps on the continent, going on this engine.

Oil pan baffle being installed.

Bottom of crankcase before fitting oil pump.

Oil pump, oil pan baffle and oil pan installed/sealed and bolted down. Engine peripherals installed, including rebuilt inj. pump.

Front of engine before pulleys are installed.

Mostly complete engine ready for trans mating.

Hybrid turbo peaking out from behind our custom L engine bracket.

TDI conversion systems:

Quick diversion to the completed instrument cluster.

Engine bay preped for TDI engine installation: coolant bottle and PS bottle on custom bracket.

Intercooler location.

The magic wiring junction box. All of our connections, relays and fuses for the TDI conversion fit into the stock Vanagon junction box, making for the cleanest conversions on the road.

Vanagon air box with our custom MAF adapter and TDI MAF.

Close up of diesel Vanagon coolant bottle and PS bottle.

Engine and trans mated and ready to go.

That's a pretty site at the end of a lot of prep work: complete TDI engine mated to rebuilt GTA trans. with LSD and 1.08 3rd and .70 4th.

Engine installed.

Awaiting plumbing and misc. connections.

Fuel supply connected, silicone coolant hoses connected, intercooler assembly connected.

That's one clean engine bay, with lots of nice blue silicone.

Engine bay nearing completion.

All fluids primed, engine timed, started and purring like a cream fed kitten.

99% complete engine compartment.

Intercooler system--short and sweet and cooled via a high output fan.

Vanagon airbox with our custom Vanagon/MAF flange and TDI MAF.

Back from the exhaust shop, another TDI conversion on the road. After our requisite 250 test miles this will be shipping out on Fri.

***All pics and conversion work done by Grease Works and TDIpowered.

95 Eurovan EVC TDI conversion completion

2011-07-23T08:01:00.000-07:00

Still catching up on blog posts. This 95 EVC TDI and auto to manual trans conversion shipped out earlier this week. Lots of juicy pics to dig through but here's a sampling to whet eager appetites:

Electronic B4 Passat instrument cluster, Scan Gauge II and EGT gauge.

AHU TDI engine installed in 95 EVC.

Pic of wiring loom running through firewall. We even use VW factory cloth tape at $13.75/roll to wrap the harness to factory spec.

TDI ECU installed in factory 95 EV location.

R side engine bay with air intake and turbo outlet to FMIC.

Turbo outlet and EGT probe--pre-turbine.

***All pics and conversion work done by Grease Works and TDI Powered.

95 Eurovan EVC TDI conversion

2011-06-24T22:14:00.000-07:00

Looking down the conversion line can be dauting--one 95 EVC conv. underway, one on deck and a 5-cyl Syncro waiting in the wings.

We've been super busy as of late trying to get caught up and get back on schedule, so postings have been scarce. Finally today I have a little time to post about our latest conversion which is nearly complete: A 95 Eurovan T4 EVC with an auto to manual trans conversion as well.

Here are some pics of the build up and install:

T4 4-cyl dipstick hole at back of block.

Viewed from underneath before tube installation.

Dipstick tube installed with lower dipstick tube support bracket bolted down.

Upper support bracket for dipstick tube, showing alignment.

Pics of engine build on stand:

T4 4-cyl oil pump and oil pan baffle.

T4 4-cyl oil pan.

Completed AHU engine built for T4 installation, new K03 turbo perched in its position, ready for action.

Front shot of completed AHU T4 engine.

Engine/trans mating:

Rebuilt AHU TDI engine mated to rebuilt/regeared 02B transmission.

Engine installation:

Engine/trans on custom tall dolly for EV installation.

Dolly being rolled into position under van.

Fine adjustments are necessary to install the eng/trans this way. There is literally 1-3mm of clearance on either side of the eng/trans.

Engine in final position, van is lowered down onto engine.

Engine is bolted to EV frame ears and then lifted off.

AHU TDI engine installed in a 95 EVC. Now it's a matter of hooking up all the various eng systems and making final electrical connections.

***All pics and conversion work done by Grease Works and TDI Powered.

1995 Eurovan Camper TDI 5-spd For Sale

2011-06-08T00:27:00.000-07:00

This is a one owner west-coast, rust-free/accident free 95 EVC that we purchased this past winter as a spec project and we are finally getting around to lining up a buyer to expedite the completion of the project. The original owner was a small town doctor here in Oregon who used this van very lovingly during his time with it. Van is registered in Oregon and will be titled as a diesel and registrable in all 50-states.

As part of this sale the following upgrades, basic service and preventative maintenance are being performed ($3k+ value):

new 15" tires on VW alloy rims (16" wheel/tire package $750 extra)
new 8' Fiamma awning
new OE VW mudflaps front/rear
new upper/lwr ball joints
CV joint service
Bilstein shocks front/rear
lift kit and level
all camper equipment serviced and operational
poptop seals replaced

Engine/transmission options:

Package #1: Used low-mileage (75k miles) euro-spec 4-cyl AFN 1.9l TDI engine w/ new VNT-17 turbo, and stage IV tune & injectors (150hp, 320ft/lbs torque), new eng seals, timing belt, water pump, T-stat, etc; re-built/re-geared 5-spd trans. with comparable EWB gearing (4.23 R&P, found behind the 150hp T4s in Europe). 30-35 MPG average in this EVC.
$29,500

Package #2: Used low-mileage (120k miles) euro-spec 5-cyl TDI engine with stock injectors/tune, new eng seals, timing belt, water pump, T-stat, etc; used 02G 5-spd transmission with stock gearing. ~25-30 MPG estimate in this EVC.
$33,500 (please note this engine/trans option may not be available as we have one customer possibly selecting this engine for his conversion and he has first dibs)

Package #3: Completely rebuilt 4-cyl AHU 1.9l TDI engine w/ new K03/K04 hyrbrid turbo and stage IV tune & injectors (140hp, 300ft/lbs torque), new eng seals, timing belt, water pump, T-stat, etc; re-built/re-geared 5-spd trans. with comparable EWB gearing (4.23 R&P, found behind the 150hp T4s in Europe). 30-35 MPG average in this EVC.
$35,000 (please note this option will take an additional 2-4 wks to complete as we need to build and engine up for it)

Serious inquiries only! Please contact me directly if you are interested: justin at greaseworks dot com

Please note: These pics are of the van as it currently sits. The work outlined above has yet to be completed, and will be commenced once we have a committed buyer, an agreed upon engine/trans package and a 50% deposit on the order.

IP input shaft seal removal tool

1990 Vanagon Carat TDI stage IV conversion--on the road and completed

2011-06-06T21:31:00.000-07:00

We aren't superstitious by nature but we never ever put on our TDI badges until it's time to hit the road.

For some reason we've been languishing a bit on this conversion. But suffice it to say we've turned out the nicest Vanagon conversion we've done to date and just today got it out on the road for its maiden voyage. I can already tell this lil van is gonna be a powerhouse, but for now we go easy and let that tight new engine break-in without undue stress.

Here are some progress pics:

Engine bay with red silicone coolant hoses and blue silicone boost hoses. Professional install means no errant wires on this drive-by-wire machine. How many wires do you spy? ;-)

Scan Gauge II, working tach, and EGT gauge mounted sleeper style on A-pillar.

High flow muffler, flex pipe and L side engine block.

View from underneath with foot/leg for scale.

Shop owner and Van owner happy to finally be sitting around the completed TDI engine bay together.

When we put on our badges it's official: This van is now TDI powered.

Front TDI badge.

Rear disc brake conversion finale:
This is a very sweet mod that has got me eyeballing my EV hindquarters in a new way. As soon as I have the time and wherewithal I will be doing a similar upgrade on my rig.

L side rear disc brake final.

Rear view L side.

Rear view R side.

Rear view wide angle.

***All pics and conversion work done by Grease Works and TDI Powered.

EV mods/upgrades continued

2011-06-06T21:11:00.000-07:00

Finally had a chance to finish up a few loose ends, just as the weather is starting to hint at a trial of summer for a change.

Fiamma awning final install:

Redmond Oregon sunset. Clearwater Native Nursery.

The Bees-knees: rebuilt/re-geared trans for my van:

This our homemade US edition of the EWB trans built by German Transaxle to our spec starting with a CCW 02B core, and a 4.23 R&P, 3rd (1.36)and 4th (0.97) from an 02A trans and a 0.717 5th from a euro spec TDI. The only thing missing is a limited slip diff!!

By-pass oil filter test fit and finalinstall on 93 TDI EV:
For those unfamiliar with this concept, a by-pass oil filter is run in addition and parallel to the stock full-flow engine oil filter. It functions as a separate oil filter supplied independently from the full-flow filter and its sole function is to filter the oil to levels not possible with the stock oil filter (< 2 microns). Since all of the oil in the engine must go through the full-flow filter before it is delivered to critical engine components (bearings, cam, pistons, turbo, etc.), it cannot filter to such fine levels due to the resulting restrictive flow. The by-pass filter is fed via a high pressure oil feed and the filtered oil (now low pressure) is returned to the engine, usually dripped back into the valve cover. The dieselgeek.com BEW by-pass filter kit and my 93 TDI EV were the test platform for the following install:

Dieselgeek.com custom oil by-pass filter bracket and filter housing.

This experiment started at the suggestion of a customer. Researching by-pass oil filter setups for TDIs revealed that custom install kits for the AHU is widely unsupported. Our solution: retro a later BEW TDI by-pass oil filter kit to fit our needs on an AHU installed an EV.

Installed on AHU engine, side view.

Return oil line from by-pass filter to provided filler cap.

It's a tight fit, but the only thing that needs modding from the dieselgeek BEW kit is the return line. It needs to be about 4' instead of <2'. Easy solution: We bought the same tubing in bulk qty from our hose/tubing supplier.

Tough lighting conditions--Sorry!

Oil filters viewed from the front of the van, stock full flow on L, by-pass on R.

GTA trannies coming home for installation

2011-05-30T22:37:00.000-07:00

You just gotta love this site:

Vanagon trans on L, EV 02B on R. Rebuilt, re-geared and ready to go!

AHU/1Z engine Mann oil filter comparison

2011-05-30T22:02:00.000-07:00

AHU/1Z engine Mann oil filter comparison

There has been some chatter recently (and a TSB from VW sometime ago, see below) about using a higher capacity oil filter on TDI EV and Vanagon conversions. All of these filters will fit the AHU/1Z TDI engine. The stock AHU/1Z one is on the far L, the A1 Rabbit one is in the middle and is a fraction taller and maybe 1cm wider, and the 93-95 2.5L Eurovan one is on the far R, noticeably taller and about as wide as the A1 filter.

Conclusions:
If you want to have greater oil capacity and have the space then the early EV oil filter is the way to go. If you don't have much space lengthwise but want to hedge your capacity up a bit, the Rabbit diesel (78-84) is a suitable choice. And if you're a stockophile like myself, then you might just hang your oil filter hat on the good ole AHU/1Z filter (Mann W840/2).

For more info on the Technical Service Bulletin issued by VW, google
VW/Audi TSB #04-01 Group 17.

EV mods/upgrades

2011-05-30T21:31:00.000-07:00

While the rest of the US was out camping/fishing/barbequeing today, I had some nice quiet shop time to do a few small upgrades/mods on my personal van.

Oil cooler upgrade:
B5 Passat oil cooler installed on my TDI EV. Impressions: overall engine temp runs ~7* F cooler. This is mostly an experimental mod as I have never had any temperature issues, just need to get a beta test going on a TDI EV as we already have one on a TDI Vanagon. Tight fit, but fits with no mods save the longer oil cooler standpipe.

Fog lights (to be continued....):

These fog lights are the factory fogs from an A3 Jetta and I like what I'm seeing in terms of possible fitment in the blank above my hand.

Westy interior light LED upgrade:

This is a super cool mod: My mid-cabin interior light in my 93 weekender had a failed ballast, so instead of paying big money for the same antiquated technology, I installed LEDs. Total cost: <$15--basically the cost of one fluorescent bulb. Total amp draw of this set up is 0.25 amps at 12.5v. Fit like a glove in the stock Westy light fixture.

On test-bench checking parameters. Yep, it's bright. And yep, uses hardly any current.

Soldered LED wiring to stock Westy lamp switch, bypassing all the funky circuitry that is necessary for the fluorescent bulb and going straight to 12v, and keeping stock appearance/functionality.

Wiring complete and fixture ready for install.

Fixture installed, now awaiting enclosure to finish it up.

Final product. Bright, efficient, inexpensive, long lasting. Version 2.0 of this mod (ie, my rear cabin light) will get a potentiometer next to the switch as well so it can function as a dimmer.

Fiamma 45 awning install

For the better part of the past year I've had this new Fiamma 45 8' awning sitting under my bench awaiting installation and today in an ever short window of ephemeral sunshine I finally, FINALLY! installed it on my van just in time for the summer.

1990 Vanagon Carat TDI conversion--Go Time!

2011-05-23T22:09:00.000-07:00

It's been a long time coming and we're long behind schedule but today we had our engine initial startup on this project and everything went seemlessly--and for a Monday that's saying something!!! Today we started on the rear disc brake conversion we are doing for this customer as well using the Small Car kit. Hubs are at the machine shop being turned and hopefully we get them back soon so we can start getting some test miles on this rig.

AHU TDI engine installed at 50* in 90 Carat--yes all the wiring is complete in these pics, it really is that clean of an install!

Custom red silicone DV hoses, DV coolant pressure bottle, custom bottle bracket, relocated PS reservoir, A2 diesel fuel filter, clear nylon fuel supply hose, almost zero discernable wiring--nuff said.

Vanagon airbox in lwr R corner w/custom MAF flange.

Intercooler set up w/180* silicone hose into intake manifold and custom GW IAT sensor pipe, and Saab intercooler.

Cluster mods complete (VSS, check eng light and glow plug light), tach mods complete, cruise control complete and functional, and custom EGT gauge installation off of A-pillar--sweet!

Conversion work and pics done and taken by www.greaseworks.com and www.tdipowered.com.

Concept to Prototype to Production--TDI MAF sensor to Vanagon airbox custom flange

2011-05-23T21:49:00.000-07:00

With each conversion we do we strive to always raise the bar another notch or two. On this TDI conversion (90 Carat) we've made a couple big strides in raising the level of our conversions while maintaining our dedication to quality, reliability, functionality and servicability.

Over the past few months we've been working on developing this custom flange that allows the TDI MAF sensor to bolt directly to the stock Vanagon airbox. It started out as a concept that turned into a rough-shod prototype (layers of paper board glued together) made by a friend and fellow indie VW mechanic here in town after I described to him what we needed to mate the MAF to the Vanagon airbox. This was then brought over to our local CNC shop, made into a CAD file, prototyped with small changes, and then put into production, with the first one being installed on the 90 Carat conversion that is currently in the final stages of completion.

Another upgrade we are rolling out with this Carat conversion is the use of the larger stock OEM oil cooler found on A5/B5 VW models. This oil cooler fits on the stock TDI oil filter flange with the installation of a slightly longer oil filter pipe to accomodate its bigger size. Any concerns regarding peak oil temps. under heavy loading are alleviated with this larger oil cooler.

Here are some pics of these upgrades:

Custom CNC aluminum flange for mating TDI MAF to Vanagon air box

MAF sensor bolted to custom flange, bolted to Vanagon airbox--bench test fitting phase.

Top view.

Side view.

Back view.

Final installation: Vanagon air box, custom aluminum MAF flange, and MAF sensor connected to blue silicone intake hose.

Another angle of installed airbox/MAF layout.

And here's our prefered airfilter for the Vanagon: The stock Syncro air filter for dusty conditions.

Larger sized oil cooler installed on TDI oil filter flange. Coolant hoses are uncut and unmodified, and fit this cooler nicely.

Large oil cooler hiding under bright red DV silicone coolant hoses :-).

Custom TDI MAF flange concept, design, and production by www.greaseworks.com and www.tdipowered.com.

1990 Vanagon Carat TDI conversion

2011-05-16T22:49:00.000-07:00

OK, finally have some big progress updates. So little extra time these last few weeks. Either those extended months of rain have taken their toll on our collective pysche (still haven't had 3 consecutive days w/o rain here since Feb. 19th!) or the days are defying seasonal expectations and are actually getting shorter....

Engine installed last week, and bit-by-bit being hooked up this week. Here are some of the recent action pics:

Underneath van pics of engine/trans install. Engine crane at the back of the van lifting the engine, jack under the nose of of the trans.

"And when they were neither up nor down, they were neither up nor down."

Frt trans mounting seated on cross-member with new bolts/washers.

Engine fully self-supported.

Another angle of freshly installed eng.

Now it's time for some silicone action:
One hose, two hose
red hose, blue hose.

Red=coolant, blue=charge air.

Speedo head rebuilt at speedo shop in PDX and zeroed out per customer specs.

1990 Vanagon Carat TDI conversion

2011-05-14T06:09:00.000-07:00

Busy in the salt mines with not much time for blogging the past couple of weeks. Here's a short update on this project. Engine was installed this past week and will be running by next week. More pics/info coming soon.

Pre-turbine EGT probe locating/installing:

Hybrid K03/04 turbo bolted to AHU manifold, examining the lay of the land and determining best location for probe install.

Location selected and marked with an X.

Location being drilled out.

And tapped.

Probe installed.

Final installation--of course, much easier to do on the ground than in the van!

1990 Vanagon Carat TDI conversion--and the building of another torque monster

2011-04-25T21:41:00.000-07:00

It's been a long row to hoe the last few weeks this month. In the big exhalation after finishing/shipping our 99 EVC TDI conversion, we've had lots of other loose ends to finish up and just last week we finally got under way on our latest TDI conversion project, a sweet 1990 Vanagon Carat from Canada.

Here are some pics of the engine build:

Custom color for our customer: Star-spangled blue (AKA, Ford BK in Napa parlance)

ASV pistons 0.50mm over and Rosten H-beam rods.

Pistons with rods installed.

Pistons installed in block.

Shiny new pistons and shiny bored out block

Measuring piston height projection

ARP headstuds and 2 notch headgasket installed.

Gotta love that sight.

New cylinder head awaiting installation.

Long block complete just waiting for some peripherals.

T4 Eurovan TDI Syncro clip pickup

2011-04-05T21:23:00.000-07:00

It's not every day you get to turn wrenches in the shop. Sometimes you have to saddle up your sweet lassie and head on out over the mountains to fetch some prize from far off VW lands. This was our fortune yesterday as I headed over to Bend to pick up a 97 Eurovan T4 5-cyl TDI Syncro front clip. This was a good test of my personal 93 TDI Eurovan, and again and again it continues to impress. Working this van like I do it's imperative to have an EGT gauge and a trip like this it would not be possible without one. Mileage with empty trailer was ~22.5 MPG up and over two mountain passes, and with the loaded trailer on the return leg ~24.5 MPG. Avg speed up the passes w/loaded trailer was 45mph in 4th, held back not by available throttle, but by EGTs. For sustained temps the max I was willing to entertain was ~1350* F.

Over the Mountain

Summit of Tombstone Pass on outbound trip. Trailer is a heavy steel dual-axle car hauler, probably 2,000lbs empty. Piece of cake.

As crazy as I might seem, Herr Henning has me beat. He drove over 1000 miles from So. Cal to Bend, OR like this. Loaded like a Schwarzwald layer cake: base layer 2-deep of 20 automatic Vanagon trannies, a layer of plywood, and then an EV TDI Syncro front clip on top. Yep, he's got me plenty beat.

Ken of GTA manning the forks and lifting the EV off.

Gotta love that sight.

And this one even more!

Herr Henning helping with final positioning.

Loaded, chained, binders set, time to hit the road!

Typical gauge readings climbing Santiam Pass full load: ~3500 RPM in 4th, ~1350* EGT. Passing full-size trucks towing 5th wheel trailers up the pass was sheer delight--watching their faces as I overtook them: priceless.

Summit of Tombstone Pass--it's all downhill from here.

99 EVC misc upgrades

2011-03-26T15:41:00.000-07:00

Here are some of the misc. upgrades we've also done on the 99 EVC TDI conversion we finished up this past week:

R side custom lift kit pad, 3/4".

L side custom lift kit pads, one 3/4" one 1/2" (Al.) thick.

Front factory VW mudflaps.

Curtis 1 1/4' hitch and factory 16" spare tire holder.

Game changer day 1: 1999 TDI Eurovan 5-spd is on the road!!

2011-03-26T00:40:00.000-07:00

It's been a long time coming and as evidenced herein a lot of work, but I can finally say we did it: The 99 EVC is on the road and with it North America's first '99 EVC T4 VR6 auto to 4-cyl AHU/PD150 hybrid TDI w/5-spd conversion, and wow! the results leave NOTHING to be desired. This is the sweetest conversion we have ever done and is the new high bar for everything to come. Keep your eyes peeled for our TDI converted Eurovans and Vanagons in your neighborhood!

99 Eurovan TDI conversion final FMIC plumbing

2011-03-25T21:55:00.000-07:00

I've got much bigger things I want to discuss at the moment, but just to follow up from yesterday here is the final fitment and install of the FMIC plumbing. Wow did this turn out awesome--not to sound glib but we even impressed ourselves! The following photos follow the IC system from the turbo outlet counterclockwise (looking at the pics) around to the IC and then the plumbing that goes back up the intake manifold.

Turbo outlet silicone plumbing to IC inlet

Pic of IC plumbing from POV of IC inlet looking up the aluminum IC pipe towards the far left blue elbow in the previous pic.

IC outlet POV up towards intake manifold.

IC outlet with our custom Intake Air Temperature sensor pipe front and center.

POV from intake manifold down to IAT sensor pipe, connected with silicone elbows and aluminum pipe. This whole intercooler system is in 2" to allow for maximum air flow. Note the big healthy PD150 intake manifold--these two features will make the performance folks happy ;-).

Plenty of clearance for dipstick access.

Strange angle but shows the lower mounting for the IC. At the top it is attached to the radiator shroud via a length of angle iron that runs the whole length of the IC. You could basically jack the van up from this point--just kidding!

Time to get serious:

Our ritualized de-frocking of a formerly meagerly average ho-hum EVC and re-badging it formally into a one-of-a-kind torque and MPG monster.

To quote our dear Hannibal from A-Team fame: "I love it when a plan comes together!"

As B.A. Baracus (Mr. T recall) emphatically states: "Me Too!"

99 Eurovan TDI conversion almost road worthy

2011-03-24T23:24:00.000-07:00

OK, back to the matter at hand. Today we spent some time working on a replicatible intercooler plumbing set up and figured out the most elegant and least expensive way we can achieve this while sticking with high quality silicone fittings and aluminum couplers. We also finalized fitment of our FMIC and did the final install:

FMIC installed with wide opening for max air flow.

Intercooler plumbing being roughed in.

Way too big silicone hose test mock-up to achieve the angle we need. This will be replaced with the appropriate size hose.

Turbo charger outlet to intercooler plumbing. Mocked up to check for clearance.

If all goes well tomorrow we will have the IC system all buttoned up and finalized and after we do a big pre-trip shake down we should be driving it out of the shop by the end of the day.

New arrival and diversion

2011-03-24T22:55:00.000-07:00

Yesterday we had an unexpected visitor drop by the shop with his new TDI Vanagon. The new owner picked it up in E. Canada for a song ($12k) and on his way back to his home in BC he swung by here for us to do a once over on his rig and do a few small repairs:

Three TDI vans holding court.

02G 5-spd T5/EV trans from Europe. This was the trans used on later T5 models behind a 5-cyl TDI or a VR6. It doesn't fit the 4-cyl TDIs we like to mess around with.

Packing still coming off but it's clear the linkage connections are quite different than the 02B trans.

The elusive 4.23 T4 R&P

2011-03-22T22:37:00.000-07:00

Well folks, the sun was surely shining down upon us today in TDI conversion land. The long awaited dream T4 R&P is finally here in my hands from halfway around the world likely from some faraway VAG depot, considering how long it took to arrive:

This is the crown ring and pinion gear from an EWB or DUJ T4 02B transmission sold in Europe and likely other saner regions around the world behind the 5-cyl TDI. This should be the silver bullet in terms of properly matching gearing on our TDI EV conversions.

PD Corps of Discovery

2011-03-22T21:35:00.000-07:00

Yep, that's the revamped PD/AHU TDI hybrid engine purring away in the 99 EVC that I'm sure you've been eargerly awaiting an update on. After taking a week off this project to research the issue of the valve/piston contact and clear our minds with some ice cold Orangina ;-), and to allow time for a new cyl head to be built up by AHR, I'm happy to report we got to the root of the problem resolved it six-ways to Sunday (well four anyway) and now have a perfectly running AHU/PD hybrid TDI engine humming away in a 99 Eurovan camper. Can you say SWEETO??

In short the issue was a sort of mechanic's "perfect storm", a combination of several rather unlikely factors that in concert led to head #1's failure (this gets technical real quick, so skip to pics below if you don't want to spin your noodle):

Height of intake valve projection at rest (cam lobe completely disengaged) of head #1 was on the far end of the acceptable spectrum (~0.78mm), vs. the new head #2 which sits at nearly half that (~0.40mm and lower). This is the distance that the intake valves project out from the plane of the cylinder head mating surface at fully seated position (in valve seat) and thereby would be the additional distance the int valve is projected when fully opened
Valve relief pocket depth of PD150 pistons and stock AHU pistons differ by .06mm, PDs being shallower (0.95mm vs 1.01mm on AHU pistons)
While the valve relief pockets in the crown of the PD150 pistons are the same width as the AHU (or ASV) pistons (37.32mm), the cross-sectional profile of the PD pistons is ever so slightly different, and most importantly the juncture of the two planes of this profile are at roughly a 45* angle on the PD pistons, whereas this juncture is basically a 90* angle on the AHU/ASV pistons.

All of these factors led to a situation where we ran out of wiggle room in terms of valve clearance and had slight piston/valve contact, due to the fact that we opted for a 1-notch head gasket that didn't leave any buffer room for any of these aberrations. In the end the solution was very simple, though expensive: New head gasket (3-notch), freshly rebuilt AHU cyl head, and misc. gaskets (int/exh manifold, etc.), and that ever dastardly commodity, time.

Here are some more details and pics of our process:

Measuring intake valve projection of head #1.

Measuring intake valve projection of head #2.

Intake valve projection values of head #1 written in sharpie on the int valves (hard to see in this pic).

Misc notes from our measurements: valve relief pocket depth of pistons comparison at top, and valve relief pocket diameter at the bottom.

For reference from A3 Bentley manual: 3-notch gasket gives us approx. .20-.30mm extra wiggle room which is more than enough.

Heretofore meet cylinder head #2.

Nice and shiny when freshly rebuilt.

Block mating surface.

Cyl. head #2 being assembled; injectors installed, glow plugs installed, coolant neck installed, etc.

Exhaust manifold/turbo being installed.

Assembled head ready to be installed.

New 3-notch head gasket.

Block surface cleaned/de-greased and new head gasket installed.

Head #2 installed on to head studs, and then torqued to spec.

Intake manifold installed and the rest of the connections being hooked up.

Filled with coolant and now it's back to its wonderous life!

The Orangina side project: 91 Syncro Multivan TDI conversion

2011-03-22T00:09:00.000-07:00

This is one sweet Syncro Multivan from Canada with front and rear diff lockers. It limped in with a JX engine with a bum turbo and is going home with a little rocket we like to call a TDI engine. This one was a "budget" build and was done to meet the customer's requests:

90 Syncro Multivan w/JX 1.6 TD engine

Engine engine being dropped with trans in situ


Engine on ground, trans hanging on support

Modified AHU harness

Modified harness "roughed" in--yikes!!

Close-up of colorful yikes

Fuel filter installed and coolant system connected

Yikes abated, but not completed


TDI harness and Vanagon harness connected in jct box, IC installed plumbing commenced

IC plumbing complete, eng presentable

Long view across eng to the R

Completed eng ready to start

R side eng just before start

Syncro drivetrain--trans, driveline and front diff

Stock JX Syncro rear brush guard--the first we've ever seen!

Rear eng view

Rear eng belt view without AC: 6PK1045 serp and 10x725mm V-belt

Modified diesel cluster to accomodate TDI tach signal, cruise control, eng light, etc


You know what that means

Initial voyage door R open

Initial voyage door L open

Trip report: Corvallis, OR to Whidbey Island, WA 36.2 MPG

2011-03-20T23:43:00.000-07:00

No connection to these folks, just really liked this headstone.

Due to an untimely death of a family friend, my family and I made an unexpected trip up to Whidbey Island this weekend to be there in support of our friends. We took my 93 EV w/AHU TDI and achieved very impressive mileage despite pushing the speed limit to make time and hitting traffic in both Portland and Seattle.

In line at the ferry queue in Clinton, WA.

Here are the specs, loaded with 2 adults, 2 children and misc. gear:

Outbound trip
Corvallis to Portland (before we spent 30mins in stop-n-go traffic): 40.2 MPG ~70 MPH
Corvallis to Olympia: 38.2 MPG 70-75 MPH
Olympia to Port Townsend: 34.6 MPG 50-55 MPH
Whidbey Island mixed city driving: MPG not recorded

Shortly after hitting traffic in PDX I snapped this shot, sadly watching my MPGs plummet in the stop and go traffic ;-(.

Continuing to watch the mileage drop in PDX rush hour traffic....

Return trip to Corvallis
Edmonds, WA to Corvallis, OR 35.9 MPG
Average speed 70-75mph.

Combined HWY mileage for entire trip was 36.2 MPG, with a combined tank AVG for the entire trip of 34.4. Not too shabby for a family of four doing 70MPH in a comfy VW camper!!

PD150 pistons and Rosten rods in AHU

2011-03-14T23:35:00.000-07:00

Well, we're not quite to the bleating trumpets phase of this conversion like we thought we would be by today. We are in the process of sorting out an issue that surfaced when we first started the engine on Fri. Right off the bat it didn't sound right so we were carefully monitoring it at idle for a few minutes until shutting it down for further investigation. And I'm glad we did that.

For those who don't know this engine was a bit of an experimental engine build. Up until this point we've always built AHU engines up with either stock AHU pistons (in our early days) or ASV pistons from later ALH engines (better oil cooling galleys in piston). The engine for this conversion was a custom build using an AHU block and crank, PD150 pistons from a european TDI pump duse engine, and Rosten high performance rods, with a rebuilt AHU cylinder head fastened down with ARP head studs. All bearing clearances were checked with plastigage during the build-up and were well within spec, and piston height projection was measured as well and the appropriate head gasket used (1-notch). Everything looked good on paper, but it turns out we had two hydraulic lifters fail due to excessive pressure from below. After pulling the cam and then the head off, we're certain that the pistons and rods are undamaged, but we're still a bit puzzled by what caused the valve "kissing". A minor setback for sure, but we're busy at work to solve this issue and complete this conversion. While we work out the details of this here are a few pics to chew on:

Camshaft removed along with lifters. #3 intake lifter (5th valve from L) is the one that had the top come off (not in pic).

View of pistons with head removed. No evidence of impact damage, just the slightest imprint in the carbon of the intake valves at the periphpery of the valve relief chamber.

Head sealing surface also shows no signs of impact related damage. Carbon residue here is normal and was lighly cleaned with brake cleaner for pic.

'99 Eurovan TDI conversion & manual trans conversion

2011-03-13T23:30:00.000-07:00

Update from Fri: We got the intercooler install well underway and we did get the engine fired up, but opted to shut it down shortly after to investigate something that seemed off. More on that once we've gotten to the bottom of it.

Intercooler install:

Stock '99 T4 TDI intercooler from Europe test fit on this 99 EVC. This was installed just to check fitment and will likely be used on a later project.

That looks like a good place for a front mount intercooler....

Marking the IC location.

Installing jig for cutting out a straight hole.

FMIC hole cut, intercooler being fastened down.

'99 Eurovan TDI conversion & manual trans conversion

2011-03-10T20:41:00.000-08:00

Still a couple systems we still need to finish up but getting real close to go-time: Time to fill up on fluids. 5-gal of B20 to get it off the ground.

Power steering:

Filled with factory spec synthetic PS fluid.

G12 Pentosin coolant--same as the VR6 spec coolant. Nice to see pink fluid in that bottle again.

Coolant system re-plumbing/simplifying:

The VR6 coolant system is remarkably more complex than it needs to be for the TDI engine. Here things are simplified: front heater core and rear heater core are the essential elements that need to be preserved along with their respective control valves. What this means in the engine bay is a whole lot less hose clutter. This pic is sort of mid way in the process and doesn't highlight much, just some of the hoses that are coming out.

Some of the coolant system extra components that were removed. After-run circulation pump in center, along with after-run control valve LWR R.

That's a little more sane. Upper and lower radiator hoses unencumbered by the VR6 coolant hose clutter.

Still looks like a tangle I know, but this is a vast improvement over what was there before. At least now you can actually navigate in this area. Good thing too because tomorrow comes an intercooler pipe/hose right through this region.

Tomorrow is looking very likely for a first start date.

'99 Eurovan TDI conversion & manual trans conversion

2011-03-09T21:45:00.000-08:00

Today was one of those days in TDI conversion land where things just go together superbly and at every turn we're celebrating with high fives. Don't get too excited though: these were all small victories that, viewed in the context of the whole conversion are just minor events. Still, they do excite us--especially when we we feel like we are correcting some of VWs less appealing conventions (like a fuel filter mounted under the vehicle). And when we successfully achieve one of these "corrections" with factory-esque grace, we gladly extend high fives all the way around.

Fuel System:

TDI fuel filter installed in TDI fuel filter bracket just aft the upper radiator core support. Simple, elegant, easy to R&R, no crawling under the van. Filter perfection in my book.

A clear fuel supply line is always used in our conversions sticking with the factory convention and a logical diesel mechanic's common sense: Having a visual on fuel supply can be very helpful diagnostically at times.

And back at the tank where the gas filter use to be. No hose was cut or tweaked with here, just a simple VW TDI spec one-way valve installed to join the two fuel hoses (former in/out of the gas fuel filter) together, completing the circuit from tank to fuel filter to injection pump.

Tank re-installed with diesel/TDI mods complete.

Air intake system in repose:

Air intake system complete. It looks so simple in this picture, but what remains unshown is the mating of two VW intake pipes to get the length, end sizes and flexiblity we needed for this short jog from air box/MAF to turbo intake pipe. Intercooler plumbing/install on deck for tomorrow.

'99 Eurovan TDI conversion & manual trans conversion

2011-03-08T21:50:00.000-08:00

Our attention today was split between finalizing the power steering system, finishing the 5-spd conversion by installing the clutch hydraulics, and starting to hook up the coolant system. Fuel system and coolant system on tap for tomorrow and then it's time to fill with fluids!

Interfacing VR6 power steering with TDI AHU engine:

Power steering pump installed and high and low pressure lines hooked up.

Another angle of the PS setup. Low press line comes in on a long sweep up to the PS reservoir. High press line attaches via banjo bolt.

Accessory belts shown along with the high press PS line where it attaches to PS pump. This was a very nice discovery: the VR6 pipe is bent just perfect for the TDI PS pump.

PS pump low press line viewed from L side. Engine getting very close to completion.

Clutch hydraulic line installation:

The big round canister on the L is the brake booster and just to the R of it about midway down you can barely see a grommet that goes through the firewall (see below to orient). This is the factory hole for the clutch hydraulic line.

Grommet removed and interior insulation visible through firewall.

Close-up of hydraulic line hole (yellowish circle).

Clutch hydraulic line. This will be snaked through the hole above and sealed up with factory exit grommet where it comes through the firewall. The end on the R will attach to the clutch master cylinder and the end on the L will attach to the clutch slave cylinder.

Clutch fluid supply line shown next to the factory pinched off barb/nipple on the brake fluid reservoir (fluid is shared between the two systems). The sealing pinch is only found on automatic models, but VW is kind to us sometimes and this only requires the operation below to use with a manual trans. and hydraulic clutch system.

The end of sealed barb being snipped off and clutch master cylinder supply hose quickly installed.

And just like that the clutch hydraulic system is complete. Clutch hydraulic line can be seen just below the supply line and just to the R of the brake booster.

'99 Eurovan TDI conversion & manual trans conversion

2011-03-07T23:02:00.000-08:00

Our big achievement today was figuring out the L axle situation on this 99 EVC. The auto trans L axle is 10mm shorter than the manual one for this model, and since there are a sum total of ZERO model year 1999 Eurovan's in this country stock with manual trans. finding that particular yr/model is an excercise in futility and longevity. Also, after the fitment on Fri of an early EV L side manual axle was deemed unsatisfactory by QC (me), we've been doing some head scratching and some double/triple checking to confirm our findings. As it turns out the early 93-95 manual trans. EV models DO use the same axle as the later 96-02 models when converted to a manual trans, in this case an EWB 02B.

Don't worry, we have pics:

On L: Manual EV L drive axle 470mm
On R: Auto EV L drive axle 460mm

Rebuilt manual drive axle installed.

Shock re-installed, fasteners torqued to spec.

Undercarriage view with fuel tank removed.

Radiator fan resistor pack re-location:

To make room for our FMIC install, we had to re-locate the radiator fan resistors from the center of the front rad core support to the far L. This worked out very nicely and is about as stock as a custom re-location gets--no wires cut, just lengthened from the bundle and re-covered with split-loom conduit.

The dark region on the lwr right is where this resistor pack use to be located.

Replacing shift linkage bushings:

Shift linkage bushings being replaced with new kit.

Linkage ready for re-assembly.

Fuel tank/sender mods cont:

Tank sender/pump retrofit for diesel fuel and TDI eng. Viton hose shown connecting tank sender top to pump housing (pump removed).

Pump housing shown with pump removed.

Trip report: Salem to Corvallis towing 98 Jetta

2011-03-07T21:49:00.000-08:00

Update from last Friday: Our good friend from the far east found us a donor 98 Jetta for a song up in Salem, so late in the day I made tracks up there to get it with my TDI Eurovan with a tow dolly. Total mileage on the way there was 35.4 mpg towing the empty dolly. Some other random data points on the outbound trip:

65 mph
2620 RPM
9.0 psi boost
39.2 MPG
850* F EGT (exhaust gas temp, pre-turbine)
60* F IAT (intake air temp)

My EV did great on the return trip, and for towing I really like the low gearing of the CHP trans (1-4th anyway). Mileage for the return trip to Corvallis with Jetta in tow was 28.8, with a combined total avg round trip of 32.1 mpg. Here are some gauge pics of the return trip on I-5 towing the Jetta back to Corvallis:

This pic is climbing the Salem hill just south of Salem on I-5. Doing this hill in 4th gear to compare EGTs, which are holding right about at 850* F. Jetta in tow.

And this pic is in 5th gear coming down the other side of the hill.

And one more in 5th at 60mph.

'99 Eurovan TDI conversion & manual trans conversion: day 8

2011-03-03T21:44:00.000-08:00

Bit of wheel spinning today trying sort out the L side drive axle issue. The early T4 L manual trans. axle we got today all but fit, but in the end it doesn't quite meet my satisfaction (appears to be a smidgen short). After doing lots of research with the help of my Russian colleague ;-), we determined that that P/N should also fit the later EV w/ man. trans. so we ordered another one of the same axles to try fitment again tomrrow. We're hoping that the axle was mislabeled or in the wrong box, but we realize that might the odds. In any case we have plan B and C- in place if this new axle doesn't fit the bill. No pics today--CV joint grease is not conducive to photo taking.

'99 Eurovan TDI conversion & manual trans conversion: day 7

2011-03-02T23:20:00.000-08:00

And on the seventh day they rested.

Well in Eden on some sultry day, but not in the Grease Works shop when there are wrenches to turn. We were busy OSU beavers today inching our way closer to completion of this sweet conversion.

Here's the play by play:

Serp belt installed on eng. PS pump and belt still awaiting installation.

Fuel tank mods: In order to modify the fuel filler neck to accept a diesel pump nozzle, and in order to modify the pump/level sender unit to work with the TDI eng we have to pull the tank.

Tank straps removed, level sender wiring disconnected, fuel lines disconnected, gas sprays in eyes, hair and mouth and so on.

Tank on floor with filler neck reducer being removed--our patented tankeochtomy procedure.

Filler plate showing gas filler reducer in center.

With reducer removed.

Fuel pump/sender removed.

Being disassembled down to the bones.

Pump/level sender assembly fully disassembled. Pump will be removed and fuel hoses will be replaced with 100% Viton hoses and fitted to pick-up/return to the bottom of the sender.

Side note: As requested by our Keeder friend, here we are exploring the solution of a problem many EV owners have: How to fit your full-size spare tire in the stock rack if you have larger-than-stock 16" tires? Here's how: get the correct parts from VW:

Spare tire carrier comparison: Stock 99 EVC on the L, 16" on the R.

These look essentially the same from this angle but the 16" one has a much steeper/deeper 'angle of approach' where the tire sits against on this side.

16" spacer and sleeve on L, stock hardware on R.

16" bolt on L, stock bolt on R.

16" tire installed on carrier.

Plenty of room to snug down the tire.

Shown for comparison of angle on R side. Deeper bend fits the bigger tire.

'99 Eurovan TDI conversion & manual trans conversion: day 6

2011-03-02T00:06:00.000-08:00

Time for the nitty gritty details of conversion work:

VR6 120A alternator and AC compressor fit the TDI bracket perfectly and in fact share the same P/Ns. Due to its larger diameter and offset position, the VR6 alt pulley was removed and replaced with an AHU pulley.

Happy family of engine pulleys.

AC compressor lines going to comp.

Another view of AC comp lines.

One by one we go through and plug in connectors and wires, tidy up this and figure out that. Rebuilt Bosch 5-spd starter shining like a black gem. Trans mount upper right corner.

R side engine mount and bracket. Look at all that room TDI dreamers! You can actually work on this engine!!

'99 EVC VR6 to TDI conv. & auto to manual trans conv.

2011-02-25T23:43:00.000-08:00

Short but meaty post today: Got the engine mostly buttoned up, mated to EWB trans., timed AND bolted up in the engine bay!

AHU flywheel installed w/new stretch bolts (44ft/lbs + 90*)

Sachs G60 pressure plate and clutch disc installed.

Engine ready for trans mating and timing.

Eng/trans mated and on elevated dolly.

Rolled into position.

Front L view of engine/trans. New auto trans mount was used along with new manual trans. Bosch starter.

Front R view of engine. Timing cover will be installed once final dynamic timing is set when engine is running. Alternator, AC compressor and PS pump yet to be installed.

Van lowered very slowly onto engine.

Engine crane is used for the last couple inches.

AHU engine w/EWB 5-spd trans. mounted in 99 EVC. Lots of room for service now with that VR6 gone!

R side view of installed TDI engine.

Interstitial spaces: 91 Syncro Vanagon JX 1.6TD to TDI conversion

2011-02-20T15:06:00.000-08:00

One of the keys to our productivity is being able to undertake two projects at once at our two shops. We generally focus on one only (at the "finish" shop), but at times (like when I'm on vacation!) I plan on a nice 'leave' allowing for my wing man to have lots of stuff to keep busy with. Just before I left on Wed, we pulled the JX 1.6TD engine on this sweet Syncro MultiVan from Canada--Easy as 1, 2, 3:

Perfect colors for a Vanagon TDI conversion in OSU territory: Orange & Black, the colors we bleed in Corvallis.

Step 1: Engine drained of fluids, all electrical connections disconnected, coolant hoses disconnected, exhaust system removed, starter removed and trans. supported via support bar.

Step 2: Engine crane hooked up to engine at balance point (cyl. head and R eng mount), bellhousing bolts removed, 14m engine mount bolts pulled.

Step 3: Engine lowered to floor. This customer is opting not to have the transmission rebuilt/regeared so the trans is left in situ.

EVC TDI--getting really close! Day 4.5

2011-02-15T23:55:00.000-08:00

Our goal today was to get the engine/trans mated and hanging in the engine bay, but due to a couple delays on parts, we weren't able to make that happen. We did have one nice accomplishment today: we achieved VCDS communication with the ECU, and tested out the hybrid VR6/TDI cluster. This is a nice way to end the day, especially since we'll be closed for the next 8 days for our winter vacation. Back in the saddle on 2/24.

Cluster lights up with key on--good sign.

EGT/Boost gauge and Scan Gauge II

Cluster had to be removed and disassembled for some additional mods.

Lower T4 timing belt cover installed.

Engine with R engine bracket and mount installed.

Set of hot new injectors

For a future Doka AFN TDI project: new VNT-17 turbo

VNT-17 turbo

'99 EVC VR6 to TDI conv. & auto to manual trans conv.: Day 3.5

2011-02-14T21:07:00.000-08:00

Another day in the shop. As always, Monday delivered its requisite surprises, but luckily most of the day was spared any big heartaches--so long as you don't consider this lovely nest a heartache:

TDI wiring harness being integrated into T4.

I love the smell of solder in the morning--it smells like Victory!! (sorry, couldn't resist!!)

Out with the old, in with the new. This is the VR6 harness that was removed.

TDI harness being finallized, ECU installed in stock T4 location.

Rebuilt injection pump installed on engine. Oil filter flange install being prepped (green gasket).

Oil filter flange installed.

New VW oil cooler installed; new VW turbo oil supply pipe installed; new VW crankcase breather tube installed; new VW water pump installed.

Slowly but surely it's all coming together.

Torquing crankshaft bolt: 78ft/lbs + 90*.

For this we bring out the big guns since we need a torque multiplier. The big tool is used to hold the crank stationary while the TTY bolt is being stretched 90*.

R side 4-cyl T4 engine bracket installed;alternator/AC compressor bracket installed.

Our special AHU A3/B4 silicone hose.

Another shot of the silicone engine hoses. These are about 2-3x thicker and substantially more robust than the stock OEM hoses for this application. Of course they cost about 4-5x more, but the OEM ones are very prone to failure over time due to oil/fuel leaks--and they are a PITA to swap out.

'99 EVC VR6 to TDI conv. & auto to manual trans conv.: Day 2.5

2011-02-13T22:21:00.000-08:00

Sundays are always great days to turn a wrench. I always thank the Good Lord that my shop is an ordained house of VW worship and that high communion can come in simple forms such as cleaning the tools and laying them to rest at the end of the day. We truly are blessed....

Lots of progress today. First we had a chance to compare the auto vs EWB manual trans mounts:

Pair on the left: lower pendulum mount comparison, auto trans. mount on the L, 5-spd on the R.
Pair on the right: upper trans. mount comparison, auto trans. L, 5-spd on the R.

TDI wiring harness being test fit for length.

And on the bench, being modified accordingly.

Modified TDI harness in final format before installation.

VR6 A/T cluster/TDI manual cluster hybrid. By mating the two we retain the correct odometer reading and have the factory glow plug light and tachometer.

Now onto finishing the engine rebuild/assembly:

Measuring piston height projection at TDC.

1-notch head gasket it is!

1-notch head gasket installed.

ARP head studs installed in block.

De-greasing/prepping rebuilt cylinder head prior to install.

New camshaft and hydraulic lifters.

Head is 'gently' mated to block (and onto studs); lifters being installed.

New camshaft laid.

Bearing caps installed and torqued (18 ft/lbs).

ARP head stud hardware being lubed-up with ARP's special high-torque lube.

Finished loaded head sitting on block. ARP head stud nuts are torqued to 125 ft/lbs in 3 equal steps in a diagonal pattern.

TDI exhaust manifold drilled and tapped for EGT probe. Always remember: measure/fit 3 times, drill once.

Probe hole can be seen through flange opening.

EGT probe fitting and installed. Manifold studs chased with 8mx1.25 die to clean threads.

Exhaust manifold mated to engine.

Close up view.

K03/K04 hybrid turbo mated to exhaust manifold.

Turbo sitting proudly.

PD150 intake manifold installed along with EGT probe.

Turbo and EGT probe leads.

Side view of engine.

The money shot.

Long block complete.